Pneumatic-despatch-tube apparatus.



Patented Aug. 20, 1am. .1. T. cowuzv. PNEUMATIC DESFATCH TUBE APPARATUS.

Ab umson filed Del. 21, 1899.).

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- Patented A 20, 19 .l. .1. T. c ow|.EY. o PNEUMATIC DESPA'I'CH TUBEAPPARATUS;

(Application filed Dec. 21, 1899.)

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UNITE STATES PATENT OEEIc JAMES cowL Y, OF LOWELL, MASSAcnUsE'rTS,ASSIGNOR TO THE LAMSON CONSOLIDATED STORESERVIOE COMPANY, or NEWARK,

NE JERSEY.

P NE UMA TIC-DESPATC H-TUBE APPARATUS.

SPECIFICATION forming part of Letters .Patent No. 681,108, dated August20, 1901. Application filed December 21, 1899. fierial No. 741,112. (Nomodel.)

To all whom it may concern:

Be it known that I, JAMES T. COWLEY, of Lowell, in the county ofMiddlesex and State of Massachusetts, have invented certain new anduseful Improvements in Pneumatic-Despatch-Tube Apparatus, of which thefollowing is a specification.

My invention relates to improvements in pneumatic-despatch-tubeapparatus in which the carriers are propelled by airpressure through asingle tubein both directions and in which the air-pressure which drivesthe carrier is cut oif when the-carrier is delivered atone of theterminals, and is an improve ment on the despatch apparatus shown,described, and claimed in United States Letters Patent No. 640,020,dated December 26, 1899, and issued to the Lamson Consolidated StoreService Company, of NewJersey, as the assignee of Albert W. Pearsall.

My invention consists of certain'novel features hereinafter described,and particularly pointed out in the claims.

In the accompanying drawings,which illustratea construction embodyingmyinvention, Figure 1 is aside elevation of the terminal. Fig. 2 is afront elevation of the same. Fig. 3 is a side elevation of a portion ofthe terminal with parts in section. Fig. 4 is a side elevation of thevalve-box, taken on the opposite side of Fig. 1., Fig. 5 is a sectionalView taken on the line X X, Fig. 4. Fig. 6 is a top plan view of aportion of Fig.3. Fig. 7 is a detail sectional view of the passageleading to'the diaphragm. Fig. 8 is a side elevation of the line,showing the terminal at each end of the line.

Like letters of reference refer to like parts throughout the severalviews.

To despatch a carrier, it is dropped into the mouth A of the tube A andpasses down thro ugh the valve-box B into the transmissiontube 0. Thenthe lever D is pulled toward the 5o sion-tube O. The movementof theleverD to the left, as above described, carries with it the pin D on thearm D and this pin, acting against the cam-surface of the lever Dsecured to the shaft D moves the lever D to the position shown in dottedlines, Fig. 3. Secured also on the shaft D is the arm D having at itsouter end the loose dog D pivoted on the arm D at D and projecting intothe transmission-tube A and held by a suitable spring in the positionshown in Fig. 3.

Secured to the arm D is a spring D the opposite end of which is securedto the rod D which passes downwardly within the valvebox B. The lowerend of this rod D is provided with a slot E, through which the pin Epasses, the outer ends of the pin being secured in the weighted end ofthe valve-lever E pivoted at E within the valve-box B. The opposite endof this valve-lever E carries the valve E adaped to be swung upwardlyand close the open end of the tube A, as shown in dotted lines, Fig. 3,when the lever D is moved to the left, as above described. This closingof the valve E is accomplished through the connections of the pin D,lever D arm 1), spring D and rod D As the lever D is moved to the leftand before the roll E on the lever E comes into contact with. the upperend of the rod F, the valve E is closed before the valve G begins toopen. By the continued movement of the lever D the pin D will pass overthe cam-surface of the lever D without raising the rod D more than issuflicient to close the valve E After the lever D has moved to theposition shown in dotted lines, Fig. 3, the collar F on the rod F willengage with the catch F pivoted at F and the valve G will be held openand air will pass from the supply-pipe G through the valve-box B intothe transmission-tube O and the carrier willv be despatched to theopposite end of the line. Located around the transmission-tube 0 belowthe terminal is a ring 0, having a passage 0 connecting with the flangeG to which is secured the diaphragm 0 held in place by the ring 0 andthe screws 0 Resting on the outer side of the diaphragm (J is a plate 0having the lugs 0 to which is pivoted the arm 0 arm is pivoted near theopposite, end at F to no This . valve E will'be closed behind thecarrier.

the'valve G at the right-hand end has not yet the side of the valve-boxB, and to the upper end of the arm C is pivoted the link F the oppositeend being pivoted at F to the arm F secured to the shaft F The plate 0is held in engagement with the diaphragm by the action of the spring Fone end of which is in engagement with the lever 0 the opposite endbeing adjustable in the rack F to vary the tension of the spring F Withthe arrangement of the diaphragm and lever as above described, when theairpressure within the tube 0 is raised the action of the air on thediaphra m 0 through the connections of the lever C link F and arm F willrelease the catch F from the collar F on the valve-stem F, and the valveG will be allowed to close by the action of the spring F. At theopposite end of the line, Fig. 8, the terminal is identical inconstruction to that shown at the right-hand end, Fig. 8, and thecarrier passing from the transmission-tube will pass upwardly throughthe tube 0 into the tube A at the left-hand end and out through theopening A and around the ch u-te H onto the receiving-table. As thecarrier passes upwardly at the right hand of i Fig. 8 through the tube Ait will engage with the finger D", mounted on the lever D and the leverD will be raised, and through the connections of the springD and rod Dthe As been-closed, the air-pressure Within the transmission-tube 0 willbe raised to the pressure within the supply-pipe G and supply-tank Ginto which air is forced by any suitable air-compressing apparatus andstored. This through the connections of the lever link F and arm F' thecatch F will be released from the collar F on the valve-stem F, and

the valve G at the left-hand end of the line will be allowed to close,thus shutting off the supply of air to the transmission-tube C.

Pivotedto-the lugs J, mounted on the side of the valve-box B, as shownin Figs. 4 and a, is a lever K, and mounted on the left-hand end of thelever K is a rod K, having on its opposite end the valve K within thevalvebox B and closing the opening K and held in the position shown inFig. 5 by the action of the spring K. On the opposite end of the arm Kis a rod L, having a flange L in engagement with the diaphragm L securedto the side of the valve-box B and closing the opening L The opening Lcommunicates with the chamber L and the opening K -com munieates withthe chamber G within the valve-box B. The tension of the spring K is soregulated that when the valve G is closed and the air-pressure withinthe chamber L is at its highest point the action of the pressure uponthe diaphragm L is sufficient to overcome the tension of the spring Kandallow the valve K to be opened; but when the valve G is open and airis passing from the supply-pipe G into the transmission-tube G thepressure upon the diaphragm L will be to release the pressure within thedespatchtube 0 after the valve G is closed when the carrier is deliveredat the opposite end of the line, and from the above description it willbe seen that when the valve G is closed and the pressure within thechamber L rises and pushes out the diaphragm L the valve K will bepushed inwardly and allow the air within the transmission tube 0 toescape through the opening K This opening will remain open until anothercarrieris despatohed and the pressure within the chamber L reduced, whenthe action of the spring K will again close the opening K, which willremain closed until the carrier is delivered at the 0pposite end of theline. The screw M is for the purpose of regulating the flow of airthrough the passage 0 behind the diaphragm C, so that the air will passthrough the passage C slowly, and any sudden increase ofpressure in thetube caused by the starting or stopping of the carrierwill not operatethe diaphragm C sufficient1y to release the catch F and close the valve.

Having thus ascertained the nature of my invention and set forth aconstruction embodying the same, what I claim as new, and desire tosecure by Letters Patent of the United States, is-

1. In a pneumatic despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closing saidinlet and said outlet, a source of compressed air, an air-inlet for saidcompressed air to the transmission-tube, a valve normally closing saidair-inlet, mechanism for operating the inlet-valve to close the inlet tothe transmission-tube and for subsequently opening the air-inlet valve,mechanism in the path of the traveling carriers adapted to be operatedthereby to close the valve at the outlet end of the tube after a carrierhas passed said valve to cause an increase of pressure within thetransmission tube, means for holding said air-inlet valve open at thedespatch end of the tube, and means operated by the increased pressurein the transmission-tube for actuating said air-inlet-valve-holdingmeans for releasing the same and thereby permitting the closing of saidair-inlet valve.

2. In a pneumatic-despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closing saidinlet and said outlet, a source of com pressed air, an air-inlet forsaid compressed air to the transmission-tube, a valve normally closingsaid air-inlet, mechanism for operat-= ing the inlet-Valve to close theinlet to the transmission-tube and for subsequently opening theair-inlet valve, mechanism in the path of the traveling carriers adaptedto be oper- IIO ated thereby to close the valve at the outlet end of thetube after acarrier has passed said valve to cause an increase ofpressure within the transmission-tube, means for holding said air-inletvalve open at the despatching end of the tube, and means operated by theincreased pressure in the transmissiontube for actuating saidair-inlet-valve-holding means for releasing the same and therebypermitting the closing of the air-inlet valve.

3. Ina pneumatic-despatch-tubeapparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closing saidinlet and said outlet respectively after the insertion and discharge ofthe carriers, a source of compressed air, an air-inlet for saidcompressed air to the transmissiontube, a Valve normally closing saidair-inlet, a lever for operating the inlet-valve to close theinletto thetransmission tube and for subsequently opening the air-inlet valve,mechanism in the path of the traveling carriers adapted to be operatedthereby to close the Valve at the outlet end of the tube after a carrierhas passed said valve to cause an increase of. pressure within thetransmissiontnbe, a catch for holding said air-inlet valve open at thedespatching end of the tube, a flexible diaphragm to which said catch isconnected on one side and having its opposite side exposed to thepressure in the tube and adapted when actuated by the increased pressurein the tube to operate said catch and thereby release and permit theclosing of the air-inlet valve.

4. In a pneumatic-despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for said inletand outlet, a source of compressed air, 4

transmission-tube, a valve normally closing an air-inlet for saidcompressed air to the said air-inlet, mechanism for operating theinlet-valve to close the inlet to the transmission-tube and forsubsequently opening the air-inlet valve, mechanism connected to saidvalves controlling said inlet and outlet and adapted to allow theinsertion of carriers at the inlet end without closing the valve and tobe operated by the traveling carriers at the outlet end of the line toclose the valve controlling said outlet to cause an increase of pressurewithin the transmission-tube, means I for holding said air-inlet valveopen at the despatching endof the tube, and means operated by theincreased pressure in the transmission tube for actuating said airinletvalve-holding means for releasing the same and thereby permittingthe closing of said air-inlet valve.

5. In apneumatic-despatch-tube apparatus,

v, a carrier transmission-tube having an inlet and an outlet for thecarriers, asource of compressed air, an airs-inlet for said compressedair to the transmission-tube, a valve located in the path of thecompressed air from the air-inlet to the transmission-tube and adaptedtobe operated by mechanism to close the carrier has passed said valve tocause an increase of pressure within the transmissiont-ube, means forholding said air-inlet valve open at the despatching end of the tube,and means operated by the increased pressure in thetube for actuatingsaid air-inlet-valve holding means for releasing the same and therebypermitting the closing of the air-inlet valve.

6. In a pneumatic-despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closing saidinlet and said outlet, a source of compressed air, an air-inlet for saidcompressed air to the transmission-tube, a valve normally closing saidair-inlet, mechanism for closing the inlet to the transmission-tube andfor opening the air-inlet valve, mechanism in the path of the travelingcarriers adapted to be operated thereby to close said outlet-valve ofthe transmission tube after a carrier has passed said valve, means forholding said air inlet valve open at the despatching end of thetransmission-tube, means for actuating said air-inlet-valve-holdingmeans for releasing the same and thereby permitting the closing of saidair-inlet valve, and means for releasing the air-pressure within thetransmissiontube to allow the valves controlling the inlet and outlet ofthe transmission-tube to open.

7. In a pneumatic-despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closing saidinlet and said outlet, a source of compressed air, an air-inlet for saidcompressed air to the transmission-tube, a valve normally closing saidair-inlet, mechanism for closing the inlet to the transmission-tube andfor opening said air-inlet valve, mechanism in the path of the travelingcarriers adapted to be operated thereby to close said outlet-valve ofthe transmission-tube after a carrier has passed said valve, means forholding said airinlet valve open at the despatching end of thetransmission-tube, means for actuating said air-inlet-valve-holdingmeans for releasing the same and thereby permitting the closing of saidair-inlet valve, and means consisting of a valve controlling anexhaust-opening in communication with the transmission-tube and operatedby air-pressure from the source of compressed air to operate said valveto open the exhaust to allow the valves controlling the inlet and outletof the transmissiontube to open.

8. In a pneumatic-despatch tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for closof thetransmission-tube after a carrier 'haspassed said valve, means forholding said airinlet valve open at the despatching end of thetransmission-tube, means for actuating said air-inlet-valve-holdingmeans for releasin g the same and thereby permitting the closing of saidair-inlet valve, means consisting of a valve controlling anexhaust-opening in communication with the transmission-tube and operatedby air-pressure from the source of compressed air to operate said valveto open the exhaust to allow the valves controlling the inlet and outletof the transmissiontube to open, and a spring for operating the valvecontrolling the exhaust to close said opening.

9. Inapneumatic-despatch-tube apparatus, a carrier transmission-tubehaving an inlet and an outlet for the carriers, valves for.clos

ing said inlet and said outlet, a source of corn pressed air, anair-inlet for said compressed air to the transmission-tube, a valvenormally closing said air-inlet, mechanism for opening said air-inletvalve, mechanism in the path of the traveling carriers adapted to beoperated thereby to close said outlet-valve afterv the carrier haspassed said valve, a catchvfor holding said air-inlet valve open at thedespatching end of the transmission-tube, a flexible diaphragm to whichsaid catch is con nected on one side and having its opposite sideexposed to the pressure in the transmission-tube and adapted whenactuated by the pressure in said tube to operate said catch and therebyrelease and permit the closing of the air-inlet valve, and means forregulating the admission of air-pressure from the tube to the diaphragm.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, this 19th day of December, A. D.1899.

JAMES T. COWLEY.

Witnesses:

' A. L. MESSER, O. A. STEWART.

